Sunday, April 26, 2015

Augusta, GA -Augusta Aviation is now the home of a very rare sight - the first all-female crew flying charters across state lines. Thrill, happiness and the adrenaline rush is what these two women feel when they hear those airplane engines roar.
"It was pretty exciting we haven't had another female here since I started around 5 years ago so it was nice just to fly with another female pilot for the first time in charter," said Heather Lund, Assistant Director of Operations and Charter Captain.
Captain Lund has been with Augusta Aviation for many years and Linsey Smith, First Officer and Flight Instructor, just recently joined the crew. But both of these women share a passion for their sky high careers.
"I grew up in aviation. I'm from a long line of aviation pilots. My grandfather was a captain for Piedmont Airlines. My father is a captain for US Airways and my brother is soon-to-be a commercial pilot. So I grew up in it and it was something I became passionate about a very young age," Smith said.
Both women hope to inspire young ladies of future generation to join the world of aviation. While, Lund likes her planes a little bigger and a little faster - Smith say this is all a dream come true and being Lund's co-pilot makes it even better.
"I think at that point it was finally starting to click the importance of what yesterday was in my life and in my career, but also for right here at Augusta Aviation," said Smith.
So next time you see a plane up in the sky, it could be Augusta's new ALL female crew.
Augusta Aviation offers flight training, aircraft charters across the nation, and flight packages. For more information go to their website, augustaaviation.com.

ROTC cadet Jeremy Harmon and his flight instructor Nathan Stoddard prepare for take off in a Diamond Star Katana at the Spanish Fork airport on Friday, April 17, 2015.

ROTC cadet Jeremy Harmon and his flight instructor Nathan Stoddard fly over Utah County in a Diamond Star Katana after flying out of the Spanish Fork airport on Friday, April 17, 2015.

PROVO — Cadet/Col. Jeremy Harmon addressed United States Air Force ROTC Detachment 855 at Brigham Young University, posing a question to a room full of new and returning cadets: "What drives you?"Harmon now serves as cadet wing commander for the Reserve Officer Training Corps detachment since a change of command took place earlier this month. The 22-year-old set his sights on becoming a pilot and has been training at Spanish Fork-Springville Airport since January."When you're in a plane, it's just you and the sky. And when the sky is clear and the lighting is perfect you look around you, you see the mountains, you see the light and you just — you want time to stand still. You don't want it to end," Harmon said.BYU offers two ROTC programs for Army and Air Force services. Harmon admits he had not considered the military as a career path until one of his brothers mentioned it while Harmon was working a summer job in Tennessee."When it came down to it I thought, 'Do I want to drive a hummer or fly a plane?' " Jeremy Harmon said.The new Cadet/Colonel comes from a family of 13 children and grew up in a small town in southwest Wyoming. He's a first-generation military service member in his family, with the exception of his grandfather who served as a U.S. Army marksman for one year post-World War II.Now as a leader to more than 120 AFROTC cadets from BYU and Utah Valley University, the cadet wing commander is assigned to craft a vision, or a mission statement, that will guide this year's students through the end of fall semester.He summed it up using three words: Decisions determine destiny."Your daily decisions shape who you are and who you become — that's the vision. The importance of leadership and how to lead is to show them by the actions that you are taking daily," Harmon said. "That speaks more powerfully than any word ever could."AFROTC cadets typically pursue flight hours on their own time, where they train with a certified Federal Aviation Administration instructor. Harmon achieved his first solo flight on March 6 through Diamond Flight Center in a DA20, a two-seat aircraft the U.S. Air Force also uses for training its newest recruits.Harmon said a student averages approximately 80 landings before performing in a solo flight, which is a significant milestone for any aspiring pilot."I remember coming down for the first time, looking over and realizing I was alone in the plane, that I had done this myself and I was just ecstatic," he said. "Soloing is the goal for any Air Force cadet."Harmon's track to pilot certification includes a number of factors. He said making the cut as a pilot for the armed forces is more competitive than many realize. Standardized test scores, physical fitness, how his commander ranks him relative to his fellow cadets, flight hours and earned GPA will all go into generating a number that represents Harmon as an applicant.When he submits his application later this year, a pilot board will make its selections for cadets to enter field training. If Harmon is selected, he will travel to one of four bases where he will begin training to become a pilot for the U.S. Air Force.Diamond Flight Center, a Spanish Fork aviation school involved with Detachment 855 for more than five years, provided much of Harmon's initial training with 19.3 hours of flight time and more than 30 hours of instructor time with the school.Piloting a smaller aircraft such as a Katana or Cessna, both common models for novice pilots, poses several challenges that differ from operating a commercial aircraft."The air turbulence is a lot stronger, because your plane is so much smaller," Harmon said. "It blows you around a lot more. It's an aggressive movement; it's a shaking movement. And I've gotta say that's scary because you almost wonder if it's going to throw you out of the sky."Other flying aircraft also pose potential hazards and pilots are told to keep their eyes outside the plane and inside the plane simultaneously. Harmon said multitasking is a key attribute to be a successful pilot."I've had birds flying by and several times that they've got close to the plane and every pilot worries about the birds," he said. "You have to keep an eye on where they are and you definitely don't want to hit one because you just don't know what could happen."There could be a splatter, but it may also cause a mechanical error in the plane. It's like I said about the multitasking: You always have to keep your eyes peeled and looking around."Sometimes looking around, however, is the greatest part of learning how to fly. Harmon once flew to Heber City and back where he circled Mount Timpanogos during the trip, a mountain he's hiked to the top of before."It's so much cooler to be above a mountain than to be on the mountain because you can look down and you see it all. You see the snow, you see the trails ... it's inexplicable, it really is," the cadet said.With the winter school semester over, Harmon continues to add flight hours to his portfolio with either Diamond Flight Center or with a new startup — Platinum Aviation, which is also based in Spanish Fork. Many AFROTC cadets leave for the summer but are encouraged to stay in touch with their detachment leaders.Harmon plans to attend Marriott School of Management at BYU and welcomes the assignment to lead BYU/UVU ROTC Detachment 855 during the coming year. He initially got involved in the program because of the fitness element. He later came to realize being an officer in the U.S. Air Force allowed him to be a part of something larger than himself and the leadership opportunities he'd encounter would stretch his abilities."You can be whoever you want to be. If you want to be a pilot, be a pilot. If you want to be a doctor, be a doctor. Those decisions, they are up to you." Harmon said. "You are in control of your destiny. Obviously, there will be times when there's a fork in the road and when change is necessary ... [but] it's not about the destination, it's about the journey."Original article can be found here: http://www.heraldextra.com

ROTC cadet Jeremy Harmon checks the brakes during a preflight check on a Diamond Star Katana at the Spanish Fork airport on Friday, April 17, 2015.

Las Cruces Parks and Recreation Director Mark Johnston supervises construction of one of two new runways for remote-controlled aircraft on Thursday. Located near the Foothills Landfill, the two runways, one running east-west, the other north-south, are expected to be at least 600 feet long.

LAS CRUCES >> "Zoom" and "zip" are the verbs that best describe new recreational amenities the city of Las Cruces is building.
The city is spending $150,000 in park impact fees to build a remote control off-road race track, a remote control airfield and an archery range. It is anticipated the remote control race track could open in a few weeks. It will be adjacent to the city's skate park and bicycle motocross track, off of Walnut Street, near Hadley Avenue.The initial reviews among those that are likely to use it have been favorable."It looks like it's going to be pretty nice," said Las Crucen Roberta Avery, 16, who has been racing remote control vehicles anywhere she can find a wide asphalt space. "My friends and I have been racing our cars and trucks in the parking lots at Maag (Park) and across the street (at the city warehouse on Hadley Avenue when there hasn't been a lot of cars and trucks parked there.) This new place isn't far away from there, and I like the way they've laid it out. It'll be nice to have our own dedicated place to race."City Parks and Recreation Director Mark Johnston said the remote control track will cost $25,000 to build. "It's about 80 percent complete now," Johnston said. "It's probably a couple of weeks away from opening. We're going to move bleachers there, and there will be a charging station there so people can charge their remote control vehicles. It will be an off-road track, and we believe it's going to be a nice one."Johnson added there probably won't be formal ceremonies for the track's opening. Also, from time to time, a city-owned truck will be at the track to allow residents to borrow remote control vehicles to use at the facility.Jon Newton, a remote control enthusiast, said the track will be a needed, and welcomed, facility."Remote control racing is pretty big, very popular, in some areas of the country," Newton said. "It can become expensive, with some people investing thousands of dollars into it."At the Foothills Landfill, construction is underway on a $75,000 remote control airfield, where people will be able to fly small remote control airplanes, helicopters and similar aircraft. Johnston said two 800-foot runways, one going north to south and the other east to west, will be built."They will be paved, with millings from city streets that have been resurfaced," Johnston said. "There will be a solar charging station there so users can power their planes and aircraft, and there will be parking that will comply with the Americans With Disabilities Act."Also at the old landfill, the city has plans to build a $50,000 archery range."It will be built at a lower elevation than the remote control airfield and will be far enough away that the activities there won't interfere with each other," Johnston said. "Those facilities are being built with the intent that safety for everyone is paramount."City Manager Robert Garza said park impact fees are paid to the city by developers, but those fees are ultimately passed on to residents. The city park impact fee is currently $800 for a single family residence."Depending on the volume of construction in any year, the revenues can vary," Garza said. "In 2014 there were about 300 new homes (built), which equates to a revenue for that year of $240,000. The park impact fees are intended to be used exclusively for expansion of services to correlate to the growing city and residents' needs brought about by the growth."With growing interest among city residents in recent years seeking quality-of-life improvements, Garza said city government is trying to be responsive to residents who want newer, different programs aimed at improving quality of life."For example, the only 'shooting range' provided by the city is on the far west mesa, near the Corralitos Ranch," Garza said. "It was established there for several reasons including availability of land and safe separation from residents and businesses. Archery can be provided closer to the city since the projectiles are more manageable, predictable, and can be more easily contained."...We are aware that city residents desire more recreational amenities and we are committed to working on multiple fronts to expand our services in a way to engage our youth as well as everyone else who enjoys spending time outdoors in our public spaces. These projects are a great example of how our Parks and Recreation staff and their advisory board listen to public input and make efforts to meet their needs."Original article can be found here: http://www.lcsun-news.com

City of Las Cruces heavy equipment operator Hector Rodriguez works on welding metal pieces that will be used during the installation of the new remote control track.

Oliver Moore and Jim Mckellepp get ready to fly a model airplane at South St. Paul’s Kaposia Landing. The city park will be closed for upgrades this summer and RC activity has recently been banned from the city’s entire parks system.

Patrick Moore has been flying remote-controlled model planes at Kaposia Landing in South St. Paul with his 10-year-old son, Oliver, since the boy took an interest in the activity last spring.Moore, the self-proclaimed “pit crew” of the duo, said they spent nearly five nights a week at the park located on the banks of the Mississippi River that summer as a core group of regulars — about a dozen of them — took the two under their wing and taught them not only the mechanics of flying, but about the history of the model war planes as well.So when a fellow enthusiast alerted him to the fact that the City Council was preparing to enact an ordinance banning the use of RC aircraft and watercraft in the city’s parks system, this St. Paul resident showed up at the meeting on April 20 wearing a white T-shirt featuring a print of a Warhawk World War II plane and the text “Dog park flyers” — the name of the informal club, named after the proximity of their favorite flying spot to another prominent feature at Kaposia Landing.“I just think we all feel like we were blindsided by this,” Moore told the council with eight other flyers standing behind him at the podium. “We were out there every night. Nobody’s ever notified us of any complaints or concerns and, quite frankly ... there’s a lot of interest from veterans to small children that come and look at the planes.”The group conceded that they knew their opportunity to fly at Kaposia Landing was limited, since the park’s open spaces had long been slated for development, but they objected to the apparent lack of communication as the city compiled complaints against RC aircraft activity and set an expiration date so construction could begin this summer.After listening to pleas to delay the new ordinance, which came recommended by the city’s Parks and Recreation Advisory Commission, the council unanimously settled on a compromise. The new ordinance won’t go into effect until June 1 or when the construction at Kaposia Landing begins, whichever comes first.“I know that it’s probably difficult for some of you to hear, but I hope you continue to look for other options, whether it’s here in Dakota County or nearby in Washington County,” councilman Todd Podgarski said before the motion passed. “I know change can be hard for some people, but it is time for a change.”A temporary luxuryPodgarski’s father belonged to the initial group of RC aircraft hobbyists that began frequenting the south end of Kaposia Landing years ago.“He enjoyed his time down there flying the model airplanes,” Podgarski said, noting his father no longer lives in South St. Paul. “He’s got friends that do it and I’m sure some of his friends that fly might not be too happy with me supporting that we need to stop having the airplanes fly down there. But with the new parks master plan, with the referendum passing, I think it is appropriate.”Back when plans to develop Kaposia Landing lacked funding and approval, a number of RC pilots — including Podgarski’s father — approached Chris Esser, the city’s parks and recreation director, to see if they could temporarily take advantage of vacant airfield. Esser said they decided to give it a try.“Fast forward to about two years ago, we started getting escalating concerns and comments from both the public and our police department,” he said at the first reading of the new ordinance at the April 6 council meeting. “All of a sudden, a few enthusiasts [had] turned into sometimes 20, plus, at a time.”Esser explained that the confluence of two main factors — a growing list of complaints from other park users and neighboring residents, along with preparations to fully develop the park with baseball fields and a picnic structure — prompted the Parks and Recreation Commission to reevaluate the informal agreement.In a follow up interview, Esser said the city has received notices that model planes have swooped down close to trail users and their dogs. Additionally, there’s concern that a mishandled RC aircraft could cause injuries or damage by colliding into people or vehicles nearby. Over the course of two years, the commission ultimately determined that an RC airfield was no longer an appropriate fit because it requires more real estate than the city’s urban parks system can offer.“It’s kind of tough to take something away and not say, ‘You can go somewhere else,’ or ‘We’re going to find you a better option to do that.’ But with remote-controlled aircraft, it just doesn’t seem to be possible,” Esser said, adding the commission had decided to include RC watercraft activity in the ban as well.A friendly amendmentPrior to the second reading of the new ordinance banning RC aircraft activity in the city’s parks system, residents listened to the council vote in favor of a conditional use permit for the construction of a new archery range at 405 Kaposia Boulevard.Reluctant to tell his son to set down his remote control as others are allowed to pick up their bows and arrows inside city limits, Moore expressed further frustration in a follow up interview.“All the pros I heard about an archery range ring similarly true,” he said of his preferred hobby.Noting the cost of arrows was listed as added insurance that shooters would keep their aiming under control, Moore explained the same logic should apply to RC aircraft operators.“These planes are very expensive. We’re not going to go fly them into cars, or fly them into birds,” he said, noting he and his son have purchased and maintained 22 different model planes all of which ranged in price from $100-$400, depending on the size, style and inclusion of special features like retractable landing gear.Making a final plea before the council on April 20, he requested that a set of safety rules be established to allow RC flyers to continue flying, rather than banning the activity altogether.“I understand the concerns with safety. We use the park quite a bit,” he told the council at the last meeting. “[But] there are all kinds of safety concerns with dogs and bike riders sharing pedestrian lances. There’s always safety concerns with any activities you do in a park.”While none of the council members were willing to retract the ordinance, councilwoman Lori Hansen seemed to be the most willing to sympathize with their situation.“I would agree with you that there really is a lot of interest and it’s fun to watch the planes fly,” she said. “However, the park is being developed in a manner that isn’t going to allow planes to be flown in that area.”After some contentious back-and-forth commentary on the plausibility of revisiting or postponing the ban — primarily between another hobbyist and councilman Tom Seaberg — Hansen proposed a friendly amendment to the ordinance, granting RC pilots a few more weeks to pursue a new location and enjoy a few last outings with their model planes at Kaposia Landing.Before the motion passed, Mayor Beth Baumann reassured the hobbyists who had come to the meeting that it likely wasn’t any of them who were causing issues at the makeshift airfield.“Communication could have been better,” she added. “I guess we didn’t realize you guys didn’t know about it.”Various councilmembers encouraged RC operators to seek out other airfields in Dakota County. Perhaps one of the nearest options — a model airfield at Spring Lake Park Reserve in Hastings — is currently being relocated as construction along the Mississippi River Regional Trail will occupy the space for quite some time.According to Beth Landahl, spokeswoman for the Dakota County Parks Department, enthusiasts may have to expand their search.“There’s no plan, at this point, to relocate the model airplane flying field in any of the Dakota County parks properties,” she said.For hobbyists like Moore, the new commute poses new challenges. But the real tragedy, he said, is the threat of losing the camaraderie he and his son came to cherish at Kaposia Landing.“It’s pretty fresh, still, to figure out where we’re gonna go,” he said. “My fear [is] that people will branch out and find different places.”Original article can be found here: http://eastsidereviewnews.com

Oliver Moore, 10, holds one of the 22 model airplanes in his collection that he enjoys flying at Kaposia Landing in South St. Paul.

DES MOINES, Iowa —A plane carrying 187 people made an emergency landing in Des Moines Sunday afternoon.An Alert 2 was issued after United Airlines pilots reported smelling a strange odor in the Boeing 737 cockpit. An Alert 2 is issued anytime an in-flight emergency is reported.The plane was traveling from Chicago to Denver when it was re-routed to make an emergency landing at the Des Moines International Airport. The Boeing safely landed at about 3:45 p.m.Des Moines airport fire crews are currently inspecting the plane and investigating the situation.Original article can be found here: http://www.kcci.com

The Wall Street JournalBy ANDY PASZTORApril 26, 2015 7:06 p.m. ETInternational air-safety experts this week will consider proposals to restrict lithium batteries carried as cargo by commercial jets, a sign that momentum is building for a ban on some of the most common types of shipments.Meeting in Montreal under the auspices of the United Nations, more than two dozen industry and government experts are set to debate options including temporarily keeping bulk shipments of rechargeable lithium-ion batteries off of all passenger aircraft until enhanced packaging requirements and other protections are in place.Lithium batteries, packed tightly together, can overheat or catch fire if they are damaged or experience short circuits. They have been implicated in intense, quickly spreading fires that brought down two jumbo freighters—and ravaged another big cargo jet on the ground—during the past nine years.Unlike earlier meetings of the same group of experts, this time Boeing Co., Airbus Group NV and other plane makers in principle support such a suspension, amounting to a major tightening of current global shipping standards developed by the International Civil Aviation Organization, a U.N. agency.Other pending proposals are less restrictive, though they still could end up imposing procedural changes and enhanced safeguards on a fast-growing global battery industry that churns out billions of cells annually and generates an estimated $12 billion in revenue from rechargeable batteries alone.The outcome of this week’s deliberations, though, is uncertain, according to participants and observers familiar with the details.Industry representatives are split in their positions and it isn’t clear how far the advisory panel is willing to go to crack down on such airborne cargo.But outside pressures have changed since last year, when ICAO took the unprecedented step of prohibiting lithium-metal batteries from being carried as cargo by any passenger jet. Such batteries carry a one-time charge and are often used in toys and cameras.Now, plane makers are focused on possibly suspending passenger jets from accepting certain bulk shipments of rechargeable lithium-ion batteries—ubiquitous power sources found in cellphones, laptops and a myriad of other consumer electronics.The manufacturers have joined pilot union leaders in arguing that existing jetliners weren’t designed or built to withstand the high temperatures or explosive gases that also can result from fires involving lithium-ion power cells.Recent Federal Aviation Administration laboratory tests—which haven’t yet been publicly released—indicate that lithium battery blazes are more prone to end in hazardous explosions or to reignite than scientists previously believed, according to one person briefed on the details.In their latest submission, an umbrella group representing aircraft makers told ICAO that current cargo fire-protection systems “are unable to suppress or extinguish a fire involving significant quantities of lithium batteries.” As a result, flying such batteries as cargo poses “an unacceptable risk to the air transport industry,” according to the paper submitted by the International Coordination Council for Aerospace Industry Association.The association advocates “immediate action” to reduce risks, by temporarily halting all cargo shipments of “high-density packages of lithium-ion batteries and cells” on passenger jets until “safer methods of transport are established and followed.”The “tide is definitely turning, since we have these recommendations from the manufacturers,” according to another participant in the upcoming session. But so far, this person emphasized, there is no consensus on many big-ticket items.Still unresolved are sweeping recommendations from last fall including proposals to insert gels or other types of cooling agents between batteries or power packs, as a way to prevent rapid spread of heat and flames.A recent position paper submitted to ICAO by the Rechargeable Battery Association, a leading industry trade group, opposes proposals to sharply reduce the level of electrical charge inside lithium-ion batteries slated for airborne shipments.That would be one more way to reduce flammability and seek to prevent explosions.The battery group, among other things, objected to shipping batteries with as little as 30% of maximum charge, arguing that 55% or so was necessary to meet customer demands.This week’s meeting comes as prominent airlines world-wide increasingly are embracing voluntary restrictions on lithium battery cargo shipments. United Continental Holdings Inc., Delta Air Lines Inc., Qantas Airways Ltd. and Air France-KLM are among the carriers that have stopped putting any lithium batteries in cargo holds of their passenger planes. Earlier this month, Hong Kong-based Cathay Pacific Airways Ltd., a major transporter of lithium batteries coming from Chinese factories, decided to stop such shipments on all of its planes.Other issues slated to be considered at the meeting include the maximum number of loose lithium batteries that can packaged together under today’s standards; and whether smaller, so-called button batteries, often used for medical and other specialty devices, should be exempt from general shipping restrictions.The working group also plans to reassess ICAO’s guidance to help cabin crews react to smoldering or dangerously overheating batteries inside electronic devices passengers bring into the cabin. Up to now, experts have advised flight attendants to avoid moving such items until they are doused in water and completely cool down. But proponents of some recent studies and new fire-suppression technologies are urging international and national regulators to allow burning devices to be placed inside specially designed protective sleeves as soon as a problem is discovered.Original article can be found here: http://www.wsj.com

A frame grab from a video shows a test at the FAA’s technical center in Atlantic City, New Jersey, last April, where a cargo container was packed with 5,000 rechargeable lithium-ion batteries. Lithium batteries, packed tightly together, can overheat or catch fire if they are damaged or experience short circuits. PHOTO: FAA/ASSOCIATED PRESS

The commercial pilot was conducting a local public flight. He reported that, about 7 minutes into the flight, while the helicopter was orbiting over a fixed area, he noticed the engine and rotor rpm decrease. The pilot rolled the helicopter out of the orbit, and the engine and rotor rpm stabilized momentarily at 97%. The pilot then attempted to increase the engine and rotor rpm while turning the helicopter toward a nearby airport. During the maneuver, the engine and rotor rpm decreased rapidly. The pilot entered an autorotation and executed an emergency landing. The helicopter then landed hard, and the tail impacted the ground and separated from the airframe.A postaccident examination of the airframe and the engine revealed no anomalies that would have precluded normal operation. During an engine test run, the engine produced rated power. Examination of the fuel system revealed no anomalies, and a fuel sample taken from the helicopter tested positive as jet fuel (Jet A). The reason for the loss of engine power could not be determined.

Probable Cause and FindingsThe National Transportation Safety Board determines the probable cause(s) of this accident to be:A total loss of engine power during cruise flight for reasons that could not be determined because postaccident examination and testing did not reveal any anomalies that would have precluded normal operation.FindingsNot determinedNot determined - Unknown/Not determined (Cause)Factual Information On December 31, 2014, about 1330, Pacific standard time, an MD Helicopter Inc. 369FF, N530KK, was substantially damaged during an emergency autorotation landing following a sudden loss of engine power in Las Vegas, Nevada. The two commercial pilots on board sustained serious injuries. The helicopter was registered to, and operated by, the Las Vegas Metropolitan Police Department as a public aircraft flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated from North Las Vegas Airport (VGT), Las Vegas, at 1322.The pilot reported that he had taken off with 64 gallons of fuel and was orbiting over a fixed location when he noticed a drop in engine and rotor revolutions per minute (rpm). The pilot then rolled the helicopter out of the orbit, and the engine and rotor rpm stabilized momentarily at 97%. The pilot attempted to increase the engine and rotor rpm while turning west towards the North Las Vegas Airport. During the maneuver, the engine and rotor rpm rapidly degraded. The pilot entered an autorotation, and executed an emergency landing. The helicopter touched down hard, the tail impacted the ground, and separated from the airframe.The helicopter was examined on-scene by a Federal Aviation Administration (FAA) inspector. The inspector stated that he was only able to look at one side of the engine because of how the helicopter was positioned on the ground, and that he did not identify anything unusual. He checked the flight controls and reported that everything was connected. The helicopter was recovered to the Las Vegas Metro Police Department's hangar at the North Las Vegas Airport. Two FAA inspectors examined the helicopter on January 7, 2015, and reported that the engine outer combustion chamber, external fuel line connected to the fuel nozzle, and the fuel nozzle connection had sustained impact damage. Additionally, the engine fuel nozzle b-nut was "finger tight."On January 14, 2015, representatives from MD Helicopters and Rolls-Royce examined the helicopter with oversight provided by a FAA inspector. The helicopter sustained substantial damage to the lower fuselage structure, aft fuselage section, tailboom and landing gear. There was no damage to the main structural members of the fuselage and the transmission/static mast support structure. The aft cabin was intact with no visible damage. The underside of the fuselage displayed damage to the belly skin and supporting interior structure with major damage to the aft landing gear fitting and center beam.The top aft surface of the composite engine air fairing showed evidence of main rotor blade contact along with the tailboom. The tailboom was severed into two segments. The forward segment was still attached to the upper aft boom fairing. The vertical and horizontal stabilizer were both firmly attached to the aft segment. The vertical stabilizer's stinger was broken off and the vertical and horizontal stabilizers both displayed impact damage from ground contact. The aft portion of the left and right landing gear struts were broken and splayed outward resulting in the helicopter coming to rest on the lower fuselage structure.Cyclic and collective control continuity was verified. Damage to the tail rotor controls corresponded with tailboom damage. The tail rotor blades exhibited impact damage with bent spars or tear to the blade skin. The main rotor blade damage varied in severity and included blades being bent, chordwise wrinkling, leading/trailing edge and tip cap damage. One blade was fractured at the inboard end just outboard of the root fitting. Drive system continuity was verified. The main rotor system hub assembly and components displayed typical damage from main rotor blades contacting the tailboom during the hard landing. There was visible damage to the hub upper and lower shoe, feather bearings, pitch change housings, and droop stops. Damage was consistent with the excessive blade flapping and lead-lag excursions of the main rotor from sudden stoppage at low rotor rpm without engine power.The fuel cells were near full and there was no reported fuel spillage at the accident site. A vacuum check from the fuel inlet line at the fuel pump to the fuel shut off valve was satisfactorily completed. The fuel cells were drained using the maintenance fuel pump located in the fuel cell and the left fuel cell cover removed. The fuel cells appeared undamaged and the fuel removed looked visually clean. The maintenance fuel pump was removed and the fuel inlet ports and fuel tank sump was inspected. No contamination or blockage was found. Inspection of the fuel line plumbing and fittings did not identify any damage or discrepancies.Visual inspection found the engine and related systems sustained only minimal external damage. There was visible impact damage to the engine's outer combustor case, fuel nozzle and fuel line. The fuel nozzle was cleaned just prior to the accident flight and the fuel line was reported loose at the accident site, however the fuel line also exhibited impact damage. The engine manufacturer reported that past experience has shown that b-nuts that are not fully torqued on the fuel nozzle may not affect normal engine operation, and that properly torqued b-nuts don't come loose under normal operating conditions.There was no obvious evidence of fuel leakage in the engine area. Inspection of the engine mounts found the aft engine mount legs bent at the turn buckles. The left and right engine side mounts appeared undamaged. There were contact marks on the firewall from the engine driveshaft indicating movement of the engine during the crash sequence. With electrical power applied the engine trim switch (N2) was functional when tested. Some pneumatic and fuel line b-nuts had torque paint that was broken or misaligned. A check of air, fuel and oil lines found them to be at least hand tight. A check of the throttle and governor controls was completed with no discrepancies noted. The engine was removed from the airframe for further examination and testing.Examination and functional testing of the engine was conducted on January 20, 2015 at Aeromaritime America Inc., located on Falcon Field in Mesa, Arizona. Representatives from the airframe and engine manufacturers were present and oversight was provided by a FAA inspector. The damaged outer combustion case, combustion liner and fuel nozzle were replaced with serviceable items. Except for the fuel line to the fuel nozzle and the fuel supply line at the fuel control, no other fuel or pneumatic lines were altered prior to the test cell run. The engine was run on the test cell and no operational discrepancies were noted, with the engine producing rated power. After the test cell run, a pneumatic leak check was performed on the pneumatic portion of the fuel control system. The scroll to Pc filter line was disconnected and 30 psi air pressure was applied to the Pc filter. A soap solution was used to check all fittings and lines in the system for leaks. The Pg accumulator line connection showed a formation of small air bubbles indicating a leak. The line was tightened with wrenches and the leak stopped. All the other lines were checked with a torque wrench and found to have 65 inch-pound or greater torque.Two external fuel lines were examined by the NTSB investigator-in-charge, one line that had orange fire sleeve attached from end to end that connected the engine to the firewall, and the other, a black hose connecting the firewall to the fuel shut off valve. The fuel lines were examined visually using a borescope, and by sectioning the lines into segments. Additionally, the fuel filter was examined and found to be clear of debris. The examination of these items revealed that they were in very good functional condition with no anomalies identified.A fuel sample was taken from the fuel line that runs between the firewall and the shutoff valve. The sample was a clear fluid with a petroleum odor and had a small amount of white particulate sediment. The sample was analyzed by a third party. The sample was examined using ASTM D2887 (Standard Test Method for Boiling Range Distribution of Petroleum Fractions by Gas Chromatography) to determine the type of fuel in the sample. The distillation results for this sample were consistent with jet fuel (Jet-A). In addition, the visible particulates were tested using ASTM D5185 (Standard Test Method for Multi-element Determination of Used and Unused Lubricating Oils and Base Oils by Inductively Coupled Plasma Atomic Emission Spectrometry (ICP-AES)). The results were sodium (Na) 82.8 mg/kg, zinc (Zn) 4.9 mg/kg, iron (Fe) 5.4 mg/kg, and magnesium (Mg) 6.7 mg/kg. The elements found are commonly occurring elements found in many things, including soil.The most recent weight and balance was dated April 3, 2014, showed the helicopter empty weight as 1975.22 pounds. At the time of the accident the gross weight was calculated to be 2,810 lbs. It was determined that the helicopter had been operating within the published weight and balance limits. Maintenance records and a witness statement show that a 100-hour airframe and engine inspection had been completed on December 31st but had not been signed off as completed by maintenance personnel before the pilots took the helicopter.

NTSB Identification: WPR15TA07114 CFR Public AircraftAccident occurred Wednesday, December 31, 2014 in Las Vegas, NVAircraft: MD HELICOPTER INC 369FF, registration: N530KKInjuries: 2 Serious.NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this public aircraft accident report.On December 31, 2014, about 1330, Pacific standard time, an MD Helicopter Inc. 369FF, N530KK, was substantially damaged during an emergency autorotation landing following a sudden loss of engine power in Las Vegas, Nevada. The two commercial pilots on board sustained serious injuries. The helicopter was registered to, and operated by, the Las Vegas Metropolitan Police Department as a public aircraft flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated from North Las Vegas Airport (VGT), Las Vegas, at 1322.The pilot reported that he had taken off with 64 gallons of fuel and was orbiting over a fixed location when he noticed a drop in engine and rotor revolutions per minute (rpm). The pilot then rolled the helicopter out of the orbit, and the engine and rotor rpm stabilized momentarily at 97%. The pilot attempted to increase the engine and rotor rpm while turning west towards the North Las Vegas Airport. During the maneuver, the engine and rotor rpm rapidly degraded. The pilot entered an autorotation, and executed an emergency landing. The helicopter touched down hard, the tail impacted the ground, and separated from the airframe.The helicopter was examined on-scene by a Federal Aviation Administration (FAA) inspector. The inspector stated that he was only able to look at one side of the engine because of how the helicopter was positioned on the ground, and that he did not identify anything unusual. He checked the flight controls and reported that everything was connected. The helicopter was recovered to the Las Vegas Metro Police Department's hangar at the North Las Vegas Airport. Two FAA inspectors examined the helicopter on January 7, 2015, and reported that the engine outer combustion chamber, external fuel line connected to the fuel nozzle, and the fuel nozzle connection had sustained impact damage. Additionally, the engine fuel nozzle b-nut was "finger tight."On January 14, 2015, representatives from MD Helicopters and Rolls-Royce examined the helicopter with oversight provided by a FAA inspector. The helicopter sustained substantial damage to the lower fuselage structure, aft fuselage section, tailboom and landing gear. There was no damage to the main structural members of the fuselage and the transmission/static mast support structure. The aft cabin was intact with no visible damage. The underside of the fuselage displayed damage to the belly skin and supporting interior structure with major damage to the aft landing gear fitting and center beam.The top aft surface of the composite engine air fairing showed evidence of main rotor blade contact along with the tailboom. The tailboom was severed into two segments. The forward segment was still attached to the upper aft boom fairing. The vertical and horizontal stabilizer were both firmly attached to the aft segment. The vertical stabilizer's stinger was broken off and the vertical and horizontal stabilizers both displayed impact damage from ground contact. The aft portion of the left and right landing gear struts were broken and splayed outward resulting in the helicopter coming to rest on the lower fuselage structure.Cyclic and collective control continuity was verified. Damage to the tail rotor controls corresponded with tailboom damage. The tail rotor blades exhibited impact damage with bent spars or tear to the blade skin. The main rotor blade damage varied in severity and included blades being bent, chordwise wrinkling, leading/trailing edge and tip cap damage. One blade was fractured at the inboard end just outboard of the root fitting. Drive system continuity was verified. The main rotor system hub assembly and components displayed typical damage from main rotor blades contacting the tailboom during the hard landing. There was visible damage to the hub upper and lower shoe, feather bearings, pitch change housings, and droop stops. Damage was consistent with the excessive blade flapping and lead-lag excursions of the main rotor from sudden stoppage at low rotor rpm without engine power.The fuel cells were near full and there was no reported fuel spillage at the accident site. A vacuum check from the fuel inlet line at the fuel pump to the fuel shut off valve was satisfactorily completed. The fuel cells were drained using the maintenance fuel pump located in the fuel cell and the left fuel cell cover removed. The fuel cells appeared undamaged and the fuel removed looked visually clean. The maintenance fuel pump was removed and the fuel inlet ports and fuel tank sump was inspected. No contamination or blockage was found. Inspection of the fuel line plumbing and fittings did not identify any damage or discrepancies.Visual inspection found the engine and related systems sustained only minimal external damage. There was visible impact damage to the engine's outer combustor case, fuel nozzle and fuel line. The fuel nozzle was cleaned just prior to the accident flight and the fuel line was reported loose at the accident site, however the fuel line also exhibited impact damage. The engine manufacturer reported that past experience has shown that b-nuts that are not fully torqued on the fuel nozzle may not affect normal engine operation, and that properly torqued b-nuts don't come loose under normal operating conditions.There was no obvious evidence of fuel leakage in the engine area. Inspection of the engine mounts found the aft engine mount legs bent at the turn buckles. The left and right engine side mounts appeared undamaged. There were contact marks on the firewall from the engine driveshaft indicating movement of the engine during the crash sequence. With electrical power applied the engine trim switch (N2) was functional when tested. Some pneumatic and fuel line b-nuts had torque paint that was broken or misaligned. A check of air, fuel and oil lines found them to be at least hand tight. A check of the throttle and governor controls was completed with no discrepancies noted. The engine was removed from the airframe for further examination and testing.Examination and functional testing of the engine was conducted on January 20, 2015 at Aeromaritime America Inc., located on Falcon Field in Mesa, Arizona. Representatives from the airframe and engine manufacturers were present and oversight was provided by a FAA inspector. The damaged outer combustion case, combustion liner and fuel nozzle were replaced with serviceable items. Except for the fuel line to the fuel nozzle and the fuel supply line at the fuel control, no other fuel or pneumatic lines were altered prior to the test cell run. The engine was run on the test cell and no operational discrepancies were noted, with the engine producing rated power. After the test cell run, a pneumatic leak check was performed on the pneumatic portion of the fuel control system. The scroll to Pc filter line was disconnected and 30 psi air pressure was applied to the Pc filter. A soap solution was used to check all fittings and lines in the system for leaks. The Pg accumulator line connection showed a formation of small air bubbles indicating a leak. The line was tightened with wrenches and the leak stopped. All the other lines were checked with a torque wrench and found to have 65 inch-pound or greater torque.Two external fuel lines were examined by the NTSB investigator-in-charge, one line that had orange fire sleeve attached from end to end that connected the engine to the firewall, and the other, a black hose connecting the firewall to the fuel shut off valve. The fuel lines were examined visually using a borescope, and by sectioning the lines into segments. Additionally, the fuel filter was examined and found to be clear of debris. The examination of these items revealed that they were in very good functional condition with no anomalies identified.A fuel sample was taken from the fuel line that runs between the firewall and the shutoff valve. The sample was a clear fluid with a petroleum odor and had a small amount of white particulate sediment. The sample was analyzed by a third party. The sample was examined using ASTM D2887 (Standard Test Method for Boiling Range Distribution of Petroleum Fractions by Gas Chromatography) to determine the type of fuel in the sample. The distillation results for this sample were consistent with jet fuel (Jet-A). In addition, the visible particulates were tested using ASTM D5185 (Standard Test Method for Multi-element Determination of Used and Unused Lubricating Oils and Base Oils by Inductively Coupled Plasma Atomic Emission Spectrometry (ICP-AES)). The results were sodium (Na) 82.8 mg/kg, zinc (Zn) 4.9 mg/kg, iron (Fe) 5.4 mg/kg, and magnesium (Mg) 6.7 mg/kg. The elements found are commonly occurring elements found in many things, including soil.The most recent weight and balance was dated April 3, 2014, showed the helicopter empty weight as 1975.22 pounds. At the time of the accident the gross weight was calculated to be 2,810 lbs. It was determined that the helicopter had been operating within the published weight and balance limits. Maintenance records and a witness statement show that a 100-hour airframe and engine inspection had been completed on December 31st but had not been signed off as completed by maintenance personnel before the pilots took the helicopter.

NTSB Identification: WPR15TA07114 CFR Part 91: General AviationAccident occurred Wednesday, December 31, 2014 in Las Vegas, NVAircraft: MD HELICOPTER INC 369FF, registration: N530KKInjuries: 2 Minor.This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this public aircraft accident report.On December 31, 2014, about 1330 Pacific standard time, an MD Helicopter Inc. 369FF, N530KK, was substantially damaged during an emergency autorotation following a sudden loss of engine power in Las Vegas, Nevada. The two commercial pilots on board sustained minor injuries. The helicopter was registered to, and operated by, the Las Vegas Metropolitan Police Department as a public-use flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated from North Las Vegas Airport, Las Vegas, at 1322.The pilot reported that he was orbiting when he noticed a drop in engine and rotor revolutions per minute (rpm). The pilot then rolled the helicopter out of the orbit, and the engine and rotor rpm stabilized momentarily at 97%. The pilot attempted to increase the engine and rotor rpm while turning west towards the North Las Vegas Airport. During the maneuver, the engine and rotor rpm rapidly degraded. The pilot entered an autorotation, and executed an emergency landing. The helicopter touched down hard, the tail impacted the ground, and separated from the airframe.

LAS VEGAS -- The officers involved in the emergency landing of a Metro helicopter on a residential street on New Year's Eve have have been identified as Officer David Callen and Officer Paul Lourenco. Officer Callen has been employed with the Metro since March 2000 and Officer Lourenco has been employed with the LVMPD since July 1997.Both officers are pilots assigned to the Emergency Operations Bureau, Search and Rescue/Air Support Detail.Both officers were treated for their injuries at the University Medical Center Trauma Center and were released the same evening. The officers are both experienced pilots, each having over 2,200 flight hours, and both are certified flight instructors.An audio clip of the radio traffic of the incident accompanies this release.An extensive review of each of the aircraft in the LVMPD fleet is currently underway. Initially, no LVMPD helicopters will be flying in regular service. Each of the aircraft will go through a detailed inspection and maintenance record check. At the conclusion of each inspection, the respective aircraft will be released back into service.The six helicopters in Metro’s fleet include one Bell 407, three McDonnell Douglas 530-FF’s, and two Bell HH-1H’s. The aircraft involved in this incident was a McDonnell Douglas 530-FF. The department now has five operational helicopters in the fleet.The investigation into this incident remains ongoing. The Federal Aviation Administration is taking the lead in the investigation.

LAS VEGAS -- A Metro Police helicopter crashed in a Las Vegas neighborhood Wednesday afternoon injuring two officers, police said.The crash occurred at 1:30 p.m. at Bonanza Road and 21st Street. The helicopter went down in the street, according to Metro.The officers were transported to University Medical Center, police said. The FAA reports that the injuries aren't believed to be life-threatening. No citizens were injured.Motorists are advised to avoid the area. Bonanza Road is closed between Bruce Street and Eastern Avenue.Metro purchased the new MD 530F helicopter in July 2010. The Las Vegas Metropolitan Police Air Support Unit began operation in 1969. The unit has 22 helicopter pilots.The NTSB and the FAA are investigating.Story, Comments, Video and Photo Gallery: http://www.8newsnow.com

NTSB Identification: WPR15TA07114 CFR Public AircraftAccident occurred Wednesday, December 31, 2014 in Las Vegas, NVAircraft: MD HELICOPTER INC 369FF, registration: N530KKInjuries: 2 Serious.NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this public aircraft accident report.On December 31, 2014, about 1330, Pacific standard time, an MD Helicopter Inc. 369FF, N530KK, was substantially damaged during an emergency autorotation landing following a sudden loss of engine power in Las Vegas, Nevada. The two commercial pilots on board sustained serious injuries. The helicopter was registered to, and operated by, the Las Vegas Metropolitan Police Department as a public aircraft flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated from North Las Vegas Airport (VGT), Las Vegas, at 1322.The pilot reported that he had taken off with 64 gallons of fuel and was orbiting over a fixed location when he noticed a drop in engine and rotor revolutions per minute (rpm). The pilot then rolled the helicopter out of the orbit, and the engine and rotor rpm stabilized momentarily at 97%. The pilot attempted to increase the engine and rotor rpm while turning west towards the North Las Vegas Airport. During the maneuver, the engine and rotor rpm rapidly degraded. The pilot entered an autorotation, and executed an emergency landing. The helicopter touched down hard, the tail impacted the ground, and separated from the airframe.The helicopter was examined on-scene by a Federal Aviation Administration (FAA) inspector. The inspector stated that he was only able to look at one side of the engine because of how the helicopter was positioned on the ground, and that he did not identify anything unusual. He checked the flight controls and reported that everything was connected. The helicopter was recovered to the Las Vegas Metro Police Department's hangar at the North Las Vegas Airport. Two FAA inspectors examined the helicopter on January 7, 2015, and reported that the engine outer combustion chamber, external fuel line connected to the fuel nozzle, and the fuel nozzle connection had sustained impact damage. Additionally, the engine fuel nozzle b-nut was "finger tight."On January 14, 2015, representatives from MD Helicopters and Rolls-Royce examined the helicopter with oversight provided by a FAA inspector. The helicopter sustained substantial damage to the lower fuselage structure, aft fuselage section, tailboom and landing gear. There was no damage to the main structural members of the fuselage and the transmission/static mast support structure. The aft cabin was intact with no visible damage. The underside of the fuselage displayed damage to the belly skin and supporting interior structure with major damage to the aft landing gear fitting and center beam.The top aft surface of the composite engine air fairing showed evidence of main rotor blade contact along with the tailboom. The tailboom was severed into two segments. The forward segment was still attached to the upper aft boom fairing. The vertical and horizontal stabilizer were both firmly attached to the aft segment. The vertical stabilizer's stinger was broken off and the vertical and horizontal stabilizers both displayed impact damage from ground contact. The aft portion of the left and right landing gear struts were broken and splayed outward resulting in the helicopter coming to rest on the lower fuselage structure.Cyclic and collective control continuity was verified. Damage to the tail rotor controls corresponded with tailboom damage. The tail rotor blades exhibited impact damage with bent spars or tear to the blade skin. The main rotor blade damage varied in severity and included blades being bent, chordwise wrinkling, leading/trailing edge and tip cap damage. One blade was fractured at the inboard end just outboard of the root fitting. Drive system continuity was verified. The main rotor system hub assembly and components displayed typical damage from main rotor blades contacting the tailboom during the hard landing. There was visible damage to the hub upper and lower shoe, feather bearings, pitch change housings, and droop stops. Damage was consistent with the excessive blade flapping and lead-lag excursions of the main rotor from sudden stoppage at low rotor rpm without engine power.The fuel cells were near full and there was no reported fuel spillage at the accident site. A vacuum check from the fuel inlet line at the fuel pump to the fuel shut off valve was satisfactorily completed. The fuel cells were drained using the maintenance fuel pump located in the fuel cell and the left fuel cell cover removed. The fuel cells appeared undamaged and the fuel removed looked visually clean. The maintenance fuel pump was removed and the fuel inlet ports and fuel tank sump was inspected. No contamination or blockage was found. Inspection of the fuel line plumbing and fittings did not identify any damage or discrepancies.Visual inspection found the engine and related systems sustained only minimal external damage. There was visible impact damage to the engine's outer combustor case, fuel nozzle and fuel line. The fuel nozzle was cleaned just prior to the accident flight and the fuel line was reported loose at the accident site, however the fuel line also exhibited impact damage. The engine manufacturer reported that past experience has shown that b-nuts that are not fully torqued on the fuel nozzle may not affect normal engine operation, and that properly torqued b-nuts don't come loose under normal operating conditions.There was no obvious evidence of fuel leakage in the engine area. Inspection of the engine mounts found the aft engine mount legs bent at the turn buckles. The left and right engine side mounts appeared undamaged. There were contact marks on the firewall from the engine driveshaft indicating movement of the engine during the crash sequence. With electrical power applied the engine trim switch (N2) was functional when tested. Some pneumatic and fuel line b-nuts had torque paint that was broken or misaligned. A check of air, fuel and oil lines found them to be at least hand tight. A check of the throttle and governor controls was completed with no discrepancies noted. The engine was removed from the airframe for further examination and testing.Examination and functional testing of the engine was conducted on January 20, 2015 at Aeromaritime America Inc., located on Falcon Field in Mesa, Arizona. Representatives from the airframe and engine manufacturers were present and oversight was provided by a FAA inspector. The damaged outer combustion case, combustion liner and fuel nozzle were replaced with serviceable items. Except for the fuel line to the fuel nozzle and the fuel supply line at the fuel control, no other fuel or pneumatic lines were altered prior to the test cell run. The engine was run on the test cell and no operational discrepancies were noted, with the engine producing rated power. After the test cell run, a pneumatic leak check was performed on the pneumatic portion of the fuel control system. The scroll to Pc filter line was disconnected and 30 psi air pressure was applied to the Pc filter. A soap solution was used to check all fittings and lines in the system for leaks. The Pg accumulator line connection showed a formation of small air bubbles indicating a leak. The line was tightened with wrenches and the leak stopped. All the other lines were checked with a torque wrench and found to have 65 inch-pound or greater torque.Two external fuel lines were examined by the NTSB investigator-in-charge, one line that had orange fire sleeve attached from end to end that connected the engine to the firewall, and the other, a black hose connecting the firewall to the fuel shut off valve. The fuel lines were examined visually using a borescope, and by sectioning the lines into segments. Additionally, the fuel filter was examined and found to be clear of debris. The examination of these items revealed that they were in very good functional condition with no anomalies identified.A fuel sample was taken from the fuel line that runs between the firewall and the shutoff valve. The sample was a clear fluid with a petroleum odor and had a small amount of white particulate sediment. The sample was analyzed by a third party. The sample was examined using ASTM D2887 (Standard Test Method for Boiling Range Distribution of Petroleum Fractions by Gas Chromatography) to determine the type of fuel in the sample. The distillation results for this sample were consistent with jet fuel (Jet-A). In addition, the visible particulates were tested using ASTM D5185 (Standard Test Method for Multi-element Determination of Used and Unused Lubricating Oils and Base Oils by Inductively Coupled Plasma Atomic Emission Spectrometry (ICP-AES)). The results were sodium (Na) 82.8 mg/kg, zinc (Zn) 4.9 mg/kg, iron (Fe) 5.4 mg/kg, and magnesium (Mg) 6.7 mg/kg. The elements found are commonly occurring elements found in many things, including soil.The most recent weight and balance was dated April 3, 2014, showed the helicopter empty weight as 1975.22 pounds. At the time of the accident the gross weight was calculated to be 2,810 lbs. It was determined that the helicopter had been operating within the published weight and balance limits. Maintenance records and a witness statement show that a 100-hour airframe and engine inspection had been completed on December 31st but had not been signed off as completed by maintenance personnel before the pilots took the helicopter.

NTSB Identification: WPR15TA07114 CFR Part 91: General AviationAccident occurred Wednesday, December 31, 2014 in Las Vegas, NVAircraft: MD HELICOPTER INC 369FF, registration: N530KKInjuries: 2 Minor.This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this public aircraft accident report.On December 31, 2014, about 1330 Pacific standard time, an MD Helicopter Inc. 369FF, N530KK, was substantially damaged during an emergency autorotation following a sudden loss of engine power in Las Vegas, Nevada. The two commercial pilots on board sustained minor injuries. The helicopter was registered to, and operated by, the Las Vegas Metropolitan Police Department as a public-use flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated from North Las Vegas Airport, Las Vegas, at 1322.The pilot reported that he was orbiting when he noticed a drop in engine and rotor revolutions per minute (rpm). The pilot then rolled the helicopter out of the orbit, and the engine and rotor rpm stabilized momentarily at 97%. The pilot attempted to increase the engine and rotor rpm while turning west towards the North Las Vegas Airport. During the maneuver, the engine and rotor rpm rapidly degraded. The pilot entered an autorotation, and executed an emergency landing. The helicopter touched down hard, the tail impacted the ground, and separated from the airframe. With one of the agency’s three patrol helicopters permanently out of commission after a crash on New Year’s Eve, Las Vegas police are poised to bring in a replacement. On Monday, Metro’s Fiscal Affairs Committee will vote on whether to approve the purchase of the new $3.1 million 530F model chopper from MD Helicopters, a company based in Mesa, Ariz.Nearly the entire cost will be covered by the insurance payment received from the crashed helicopter, according to Metro Air Unit Lt. Jack Clements.On Dec. 31, Metro’s Air #2 — a carbon copy of the one being purchased — was on it’s way to a police call when it lost engine power.With limited time before the aircraft plummeted, the two pilots acted quickly and picked two-lane 23rd Street, a residential road near Bonanza Road, as their landing zone. Avoiding several power lines, they put the helicopter into an autorotation — a power-loss maneuver that allows a pilot to remain in control with the rotor blades still turning to slow the descent.The helicopter landed hard onto the narrow street, avoiding a dumpster and a car on the side of the road. The impact broke the tail from the body.The exact cause for the power loss is still under investigation by the National Transportation Safety Board. It typically takes about a year for a final report to be released.Both pilots suffered minor injuries. Clements said both are recovering well, with one back on light duty and the other expected to return to light duty soon.Since the crash, the Air Unit has been scraping by.The other two helicopters in the patrol unit, a Bell 407 and another MD 530F, have been flying more frequently, which means the maintenance of each skyrockets, Clements said. The unit has also been forced to use the MD 530F that is in the Search and Rescue unit to further supplement for the loss.“When you’re short a helicopter, it’s not easy,” Clements said. “Having three dedicated patrol helicopters really helps.”Typically, buying a new helicopter from a manufacturer can take at least two years, Clements said. But Metro will only have to wait about six months after the purchase, which is expected to be approved Monday.A private buyer was set to receive the helicopter but gave up his spot on the waiting list when he heard Metro was in need, Clements said.“We got very very lucky,” Clements said.If everything goes according to the purchasing contract, the new chopper will be flying above Las Vegas by October.Original article can be found here: http://www.reviewjournal.com

NTSB Identification: WPR15TA07114 CFR Part 91: General AviationAccident occurred Wednesday, December 31, 2014 in Las Vegas, NVAircraft: MD HELICOPTER INC 369FF, registration: N530KKInjuries: 2 Minor.This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this public aircraft accident report.On December 31, 2014, about 1330 Pacific standard time, an MD Helicopter Inc. 369FF, N530KK, was substantially damaged during an emergency autorotation following a sudden loss of engine power in Las Vegas, Nevada. The two commercial pilots on board sustained minor injuries. The helicopter was registered to, and operated by, the Las Vegas Metropolitan Police Department as a public-use flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated from North Las Vegas Airport, Las Vegas, at 1322.The pilot reported that he was orbiting when he noticed a drop in engine and rotor revolutions per minute (rpm). The pilot then rolled the helicopter out of the orbit, and the engine and rotor rpm stabilized momentarily at 97%. The pilot attempted to increase the engine and rotor rpm while turning west towards the North Las Vegas Airport. During the maneuver, the engine and rotor rpm rapidly degraded. The pilot entered an autorotation, and executed an emergency landing. The helicopter touched down hard, the tail impacted the ground, and separated from the airframe.

Metro police surround a Metro helicopter that came down hard on 23rd Street, about a block north of Bonanza Rd. on Wednesday, Dec. 31, 2014